Mechanism for automatically placing cables in cable-railway grips



No. 608,858. Pdtented Aug. 9, I898. I L. J. HIRT MECHANISM FUR AUTOMATICALLY PLACING CABLES IN CABLE RAILWAY GRIPS.

(Application filed Jan. 21, 1897.) (No Model.) 6 Sheets-Shem I.

INVENTOR W 121%- ATTORNEY TH: NORRIS azms co. PHOTD-LITHQ, msnmmon. u. c.

Patented Aug. 9, I898.

L. J. HIRT. MECHANISM FOR AUTOMATICALLY PLACING CABLES IN CABLE RAILWAY GRIPS.

(Application filed Jan. 897.)

6 Sheets--Sheet 2.

(No Model.)

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No. 608,658. Patented Aug. 9, I898.

L. J; HIRT. MECHANISM FOR AUTOMATICALLY PLACING CABLES IN CABLE RAILWAY GRIPS. (Application filed Jan. 21, 1897-) (No Model.) a $heets$heet 3.

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No. 608,858. Patented Aug. 9, I898.

L. J. HIR'I'. MECHANISM FOR AUTOMATICALLY PLACING CABLES IN CABLE RAILWAY GRIPS. (Application filed Jan. 21. 1897.) (No Model.) 6 $heets-8heet 4.

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No. 608,858. Patented Aug. 9, I898" L. J. HIRT.

MECHANISM FOR AUTOMATICALLY PLACING CABLES IN CABLE RAILWAY GRIFSI.

(Application filed Jan. 21. 1897.)

(No'ModelJ 6 Sheets-Sheet 5.

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No. 608,858. Patented Aug. 9, I898. L. J. HIRT.

MECHANISM FOR AUTOMATICALLY PLACING- CABLES-IN CABLE RAILWAY GRIPS.

(Application filed Jan. 21, 1897.) (No Model.) 6 SheetsSheet B.

WITNESSES: y 'JIVEN I [fly/7% M r QJL BY ML ATTORNEY m'z NORRIS PETERS c0. Pno'mumo WASHINGTON. n. c.

,Nrrnn rains LOUIS J. -HIRT, OF BROOKLINE, MASSACHUSETTS.

MECHANISM FOR AUTOMATICALLY PLACING CABLES IN CABLE-RAILWAY GRIPS.

SPECIFICATION forming part of Letters Patent No. 608,858, dated August 9, 1898. Application filed January 21, 1897. Serial No. 620,024. (No model.)

and useful Improvements in Mechanism for Automatically Placing Cables in Oable-Rail-j car.

way Grips, of which the following is a specification.

My invention refers to the mechanism en1- ployed on cable-railroads for automatically placing the moving cable in position to be grasped by the grip on the car, and has special reference to mechanism for elevating the cable in position for engagementwith the grips of certain cars without disturbing its alinement or the relation of the cable with the other grips to which it is already connected.

When a cable-car is run onto a track over which other cable-cars are constantly passing and it is desired to connect the cable with the car, the cable must be moved in a position to enter the grip of the car without disturbing its connection with the grips of the other cars or the passage of the grips themselves through the conduit.

I accomplish this in my improved mechanism by lifting the cable vertically from the friction-wheels on which it rests, and without disturbing its position in the grips of the other cars, to a position alongside the jaws of the grip and then pushing it sidewise between the jaws, and accomplishing this automatically as the car passes along the track.

In the accompanying drawings, illustrating my invention, Figure 1 is-a side elevation of the apparatus in position under the roadbed. Fig. 2 is aplan View of the same. Fig. 3 is an end View of the apparatus, showing the elevating-wheel and the mechanism for shifting the same to engage with either of the cables. Fig. dis a side elevation of a modified construction of the apparatus. Fig. 5 is a plan View, and Fig. 6 an end view, of the same; and Fig. 7 is an end elevation of the mechanism for moving the cable sidewise into the jaws of the grip.

The apparatus is situated in a pit beneath the road-bed. In the construction shown in Figs. 1, 2, and 3, 1 is the elevating-wheel by which the cable is raised. This wheel is mounted in one end of the lever 2 3, the axle or fulcrum of which rests on a suitable sup port in the pit. The lever is so constructed and supported that the wheel 1 in its normal position is below the cable as the latter rests onthe friction-wheels, and when elevated its top is opposite thejaws of the grip on. the

As will be seen from Fig. 2, the end of the lever which is connected with the wheel 1 is forked or provided with the two arms 2 2, be-

tween which the wheel is mounted. The axle 4 of the wheel 1 is arranged toslide in its hear ings on the arms in order that the wheel may be shifted to one side or the other to engage with either the right or left cable, as is explained farther on in this specification.

The other end 3 of the lever is connected by means of the pivoted link 5 with the free end of the actuator or actuating device 6. This consists of a curved lever mounted at one end on the axle 7 so as to move in a vertical plane and situated directly beneath the slot in the slot-rails, and thus in the path of the grip on the car as the latter passes over the rails. The actuator is so constructed and arranged that when it is in its normal position its highest point, or the top of its curve, will be higher than the bottom of the grip. I-Ience'as the actuator is in the path of the grip'it will be struck and depressed as the latter passes over it.

As the actuator is forced down it depresses the end 3 of the lever below it, and consequently raises the other end 2, containing the wheel 1, and as the latter is elevated it lifts the cable above it to a position opposite to and alongside of the jaws of the grip and in position to enter between the latter.

To place the cable between the jaws of the grip, I employ the mechanism shown more in detail in Fig. 7. This consists of two upright arms 8 8, connected at their lower ends to shafts 9 9, extending along and outside'of the cables. These shafts are mounted in bearings on the framework of the apparatus,"so that they can turn therein and bring the upper ends of the arms 8 8 toward each other 'or toward the grip when the latter happens ;to be between them.

As will be seen from Fig. 7 the arms are so situated and are of such construction that when brought toward the grip one or the other of them will strike the cable that is raised and push it inward between the jaws of the grip. The shafts are revolved and the uprights 8 8 swung toward each other by the short arms 10, projecting inward directly below the actuator 6. As the actuator is depressed by the bottom of the grip it pushes the arms 10 1O downward, and thus revolves the shafts, as above described. The'arms 1O 10 should be so arranged with reference to the actuator that the latter will meet and depress them after it has operated the lever 2 3 and elevated the wheel 1 with the cable, or, in other words, the arrangement of the several parts should be such that the cable will be raised in position by the wheel before the arms 8 8 move to push the cable into the jaws of the grip. 'After the arms 8 8 have placed the cable in the grip they are thrown back or returned to their normal position by the spring 12, attached to the two arms 11 11, depending from the shafts 9 9.

Secured to the axle of the lever 2 3 is an arm 13, the outer end of which is connected to the piston-rod of the dash-pot 14. The connection of this arm with the dash-pot prevents the too-sudden return of the mechanism to its normal position after the grip has passed over and beyond the actuator, and hence prevents any jarring and consequent damaging of the apparatus. As is thus seen, the grip as it passes over the actuator causes the cable to be raised and placed between the jaws in position to be gripped, and accomplishes this without in any way interfering with the direction of the cable or its position in the other grips. In those cases where the cable is already connected with the grips of the cars passing over the road the bottom of the grip strikes the actuator and elevates the wheel 1, as in the case of the unattached grips; but as the cable is already raised in the grip the apparatus does not affect it and the car passes along as if the apparatus was not present.

It is sometimes desirable to render the apparatus inoperative, as when it is not intended to connect the cable with the cars. To accomplish this, I employ the mechanism shown in Figs. 1 and 2. As seen in Fig. 1, the link 5, connecting the end of the actuator with the end 3 of the lever, is jointed at its center, and to this joint is attached arod 15, the other end of which is pivoted to a lever 16. This lever 16 is mounted on the cross-shaft 17, turning in bearings 18 18 on the frame work of the apparatus.

To the outer end of the shaft 17 is secured a lever or handle 19, by means of which the shaft can be revolved and the lever 16 opererated from the surface of the street outside of the car-track. versed or thrown in the position indicated by dotted lines, either by moving the end of the lever 16 itself from below or by means of the handle 19 from the street, the rod 15 is pushed toward the link 5, and being attached to the WVhen the lever 16 is re-.

jointed center of the latter forces the center of the link outward, thus, as shown by the dotted lines, bringing the ends of the link toward each other and drawing down the end of the actuator.

The upper surface of the actuator is now brought and held down below the line of the bottom of the grip, so that the latter will pass over the actuator without striking it. As long as the actuator is held down in this position the cars can pass over the apparatus without operating it, and by merely reversing thehandle 19 or lever 16 the apparatus can at once be made operative.

The mechanism for shifting the wheel 1 in order to engage with either of the cables is illustrated particularly in Fig. 3. As before stated, the shaft 4, on which the wheel is mounted, is arranged to slide in its bearings, and to the end of the shaft beyond the bearing on one side is secured the block 20. To the top of the framework, crosswise of the pit, is attached a rod 21, held so as to slide in its supports. The end of this rod is attached to a lever 22. This lever is pivoted at 23 and arranged to move toward and away from the wheel, and can be operated by the end 24 from below or by means of the handle 25 from the surface of the street. Fastened to the rod 21 is a hanger 26, the lower end of which is connected with the block 20 on the shaft 4.

As will be understood from Figs. 2 and 3, as the lever 22 is moved in either direction it slides the rod 21, and hence the hanger 26, in a corresponding direction. The hanger being connected to the block 20, attached to the shaft 4, the shaft and wheel 1, mounted on it, are slid along to the one side or the other in position to engage with either ofthe cables. The rod 27 serves to steady the block 20 and the shaft as they are moved.

In the modified construction shown in Figs. 4, 5, and 6 the forked frame 2, which carries the wheel 1, is mounted on the shaft 28, and the arm 3 is connected to the shaft in such a position that when the arm is pulled down or in the direction indicated by the arrow the wheel will be raised and carry the cable up.

The arm 3 is operated by the rods 29 and 30, attached to the arm 31 on the shaft or axle 7 of the actuator. As will be seen from Fig. 4, as the actuator 6 is pressed down by the grip on the car the arm 31 on its axle is swung in the direction indicated by the arrow and by means of the rods 29 and 30 draws the arm 3 in the same direction, thus turning the shaft 28 and elevating the wheel 1 with the cable.

To the end of the actuator is attached the vpiston-rod 13 of the dash-pot 14, by which the jarring of the apparatus is prevented, and

to keep the actuator from rising too high its forward end 32, when the actuator is in its normal position, is caught and held under a flange 33 on the frame of the apparatus.

I claim as my invention 1. In a cable-railway, in combination, a cable-carrier arranged and adapted to elevate IIS the cable vertically in position alongside of the grip-j aw an actuator mechanism connected with the carrier, situated in the path of the grip on the car and arranged to be operated by the latter; and other mechanism adapted to insert the cable in the jaws of the grip, substantially as described.

2. In a cable-railway, in combination with the track structure, a cable-carrier arranged and adapted to elevate the cable vertically in position to be gripped; an actuator mechanism connected with the cable-carrier, situated in the path of the grip on the cable-car and arranged to be operated by the latter; other mechanism, situated at the side of the cable and adapted to be operated by the actuator mechanism and push the cable sidewise into the grip, whereby the carrier is brought into engagement with the cable and elevates the latter and places it between the grip-jaws, as the car passes along the track, substantially as described.

3. In a cable-railway, in combination with the track structure, a cable-carrier arranged and adapted to elevate the cable vertically in position to be gripped; an actuator mechanism connected with the cable-carrier, situated in the path of grip on the cable-car, and arranged to be operated by the latter; other mechanism situated at the side of the cable and adapted to be operated by the actuator mechanism and push the cable sidewise into the grip, whereby the carrier is brought into engagement with the cable and elevates the latter and places it between the grip-jaws as the car passes along the track; and mechan ism connected with the actuator mechanism by which the latter can be'withdrawn' from contact with the car-grip and rendered inoperative, substantially as described.

4. In mechanism for cable-railroads,in combination, a cable-carrier adapted to elevate the cable vertically; mechanism connected with the cable-carrier and situated in the path of the grip on the car; and mechanism situated at the side of the cable adapted to push the latter into the grip, whereby the grip depresses the mechanism in its path, elevates the cable and places it in the jawsof the grip, substantially as described.

5. In a cable-railway, in combination, the

cable-carrier 2, arranged and adapted to elevate the cable vertically in position to be gripped; the lever 6, connected to the carrier, and adapted to be depressed by the-grip, whereby the carrier is raised; and the arms, arranged to push the cable sidewise into the grip, and adapted to be operated by the lever 6, substantially as described.

LOUIS J. I-IIRT.

Witnesses:

M. WILSON, FRED S. KEMPER. 

